Regulator for air-brakes.



C. J. DOERR.

REGULATOR FOR AIR BRAKES. APPLICATION FILED'JUNE s, 1909 939,896. Patanted Nov. 9, 1909.

A Auxiliazy Heservair.

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' Be ii; known shat f/21:11am J. Domes, a citizen 0f Un fied States, residing at Erie, in thecwmiy Eris and State bf Pennsylvania, have invented certain new and asefui'impi'svemsms in Reguiatms fez" Air-Brakes; and 1 d9 hereby deciars the follswingta ha a full, 4:19:11 and exact scription of the inveiitiav such as viii}; fen; able othes's skiEi-d ii e art fo' Wi'Lich italii pertains to maiie 332 s same, reference neing had to the secs 4 waging (Eras-s ings, ami be the Batters 0;?F6If6lfi69 marked shaman,-

My mvcemion reiass to i'egulatnrsfoi' air brakes, oriinai'iiy located between thstmizs pipe 3nd he fjrigpie mi ke, whereby the simultanesus mks-ass all of the brakes of a train is insured.

As is wsii imewn in the art, :iii *hs bz'aks mechsiil ms a main are supplis" eralfiimin p i ne with wings "he brake misih anzsrflnf cm csnnectsd by igiszms of branch pzpss, mm m1 r e engnmer desires mans an exhaust conneciirn wih rs121-mne so as to allow,

, b t .L I 1 mare 01' ESE to e therefrmn ziierenv v producing a reduction 01' the air pressure therein accomnw is ths'bmke wessm'e, he '0 w J 1 ii desires m sppiy to me tram, and wnen he desires to release the brakes an iiietram, he RdmRS an? yressure min ths twin k A a pipe, WIUCh W116i! 1% reaches the required pressure mersm oysmies the brake meci1imism to reieasss the t-msws'nn the tram. It 18 therefore msmfes that when the air-cock on the lsomvh'vs is owned to exhaust the pyiiismiszz-fimi June 3, 19532).

more 05" ies rsssum rim the train pipe wii] rapidly 'fali,

rst near {be from of the Wain, and the train is s Bang (ms, ssmswhzit laser at the rear cf the soas to finality aperate the brake mecizmnisxzis is set, the brakes on all of the cars of the train; When, hflwever it is desires: tareissss mils bz'a zes the engineer sure therein is '2 1611 is required to operate the' isms meslmnisms m release the brakes. In fiaizm fbhis G31 imig trains, 'whszn the air is first sidimiizsci ta time train-pipe at the forward and of the twin, tbs pressure at that poin t-v-z'ises sufiicientiy to spemte the braks mechanisms on the fax-ward cars its more or less release the brakes theresn, ns-

is 1. ALMA) 550% the pressum in aim iiTlaiE at i'ii'ie rear of the train to the spsrni W paint, thus ipmdi cing irregularities in the reisas'e of i112 blake' the cs 's sf 10mg twins S0 was in S'Fltifig ilhfi' jerks and strains 27s pr-aiuce ii on $119160 0mm J pains mesh ii; that anisms of the sf, the pressure mus thrmiglmut its minsai p oiiait :1;

'ri-ischsnisms 01% the 03m gi -amp? the varin iima.

pra sed. re view iii in In Fig. 1 the aumhur dinayy im pirqvemeni:

thei'ethrough and its passage If!) in the fripie valve 5 I!) triple "alive, (3 RUE-- the reguiaawr v 2"" the train- Fig. 2) isprovil" M armed by :1 d 1m) cminsci'ing wi. u pips thence Hie chamber e @021 sf; .ihe branch "a'ipis vsi'va is an inisi; o 1* opening to gmvidesl w pressure must be reached before'the valve F to normally retain said valve H seated, when brake-niechanism to operate to set the brakes that the construction of the regulator can justing screw 7 by means whereof the valve 1 F can be adjusted to open at any predetermined pressure, say .for example seventy pounds, more or less; as may be desired in the operation of the brake mechanism, which.

will rise. and allow the air to pass therethrough from the train-pipe to the triple valve. In the diaphragm E there is another opening 0 provided with a valve H opening toward the chamber 6 and which is provided with a light spring H of sutiicient strength no pressure is exerted thereon to open it, and when open it allows the air to escape from the triple valve mechanism to the train.- pipe D. I

In operation when air is applied to the train-pipe D the pressure therein must rise to the predetermined point at which the regulator valve F is set to open, before it will pass therethrough to the brake-operating mechanism, and the effect of this is that when that pressure reached at any one point in the train-pipe, it will practically have reached that pressure throughout its entire length, before any of the valves F will operate, so that the brake mechanism. on every car in the train will operate simultancously, and thereby release the brakes on all of them at the same time.= lVhen, however, the pressure o't air in the train-pipe is lowered by the openingfoi the escape-cock on the locomotive, or by other means, then the valve ll. 'istantly opens and allows the on the train. I have thus shown and de scribed a convement construction embody mg my invention. it is manifest, however,

be considerably varied Without; departing from thcmpirit of my invention. For, ex ample, a single (fOlllPOllllLl valve mechanism could be utilized. therein so as to produce all of: the results produced in the const "action shown and described. Therefore I: do not limit n vselt' to the exact form of construction shown herein.

.l laving thus described my invention so as to enable others to construct. and utilize the same, what l'claim as new and desire to secure by Letters laten't is:

1. An automatic regulator for air-brake systems comprising substantially two chainhers, one communicating with the train-pipe and the other with the triple-valve, valve mechanism in the wall separating said chambers adapted to open toward the -.chamber communicating with the triple-valve when the pressure in the chamber communicating, with the train-pipe rises above the predeter- 1 thereof before a predeter assess and adapted to .0 en toward the chamber communicatin wit. the trainpipe, when the pressure in that chamber falls below the pressure in the other chamber, sub stantially as set forth.

2.'An automatic regulator for air-brake mined point,

here having valve openings between them, one chamber communicating with a trainpipe and the other with the triple-valve, a valve for closing one of the openings between said chambers opening toward the chamber opening toward the chamber communicating with the train-pipe, adapted to close when thepressnre in the chamber communicating with the trainpipe is greater than the ressnre in the other chamber, substantial yes set; forth.

The combination in at? air-brake regulator adapted to be inserted. in the branchleading from. the train-pipe to the triple valve ot an air-brake mechanism, of a hollow 'sl'i'ell, a. w ll hav' two openings therein dividing ea. shell. into two chambers, one 0*? which communicates with the train-pipe and the other with the triple-valve, and valves operating opposite directions for closing the nenings it said dividing Wall, and adjinrtv e spring mechanism operating on. one of saw. valves to the opening 6. pressure is established the ehambt communicating wi th the train pipe, substantially as set forth.

An air-brake regniator adapted to be placed in the branch-pipe leading from the trainpipe to the triple-vaive of an air-brake system, consisting substantially of a shell, wall having openings therein and dividing said shell into two chambers, one of which communicates with the train-pipeand the other with the triple-valve, a valve opening toward the triple-valve for closing one of said openings, adjustable spring mechanism for applying pressure to said valve, and a valve opening toward the train-pipe adapted to close the other of s. id openings when the pressure inthe chamber communicating with the tran1pipe is greater than. the pressure in the chambe communicating with the triplevulve, subs ,tially set torth.

in testimony whet-coil ailix my signature in presence of two Witnesses.

CH ARLES J, DOERR.

Witnesses H. M. S'rrinonon, H. J. Cunron.

"systems comprising substantially two clmm- 

